Railway-brake.



Patented Aug. I4, 1900;

w. P. BULL IVANT. RAILWAY BRAKE.

(Application filed Mar. 13, 1900.)

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W. P. BULLIVANT.

RAILWAY BRAKE.

(Application filed Mar. 13, 1900.

(No Model.) 3 Sheets-Sheet 2 /V NT WITNESeEs:

No. 656,090. Patented Aug. l4, I900. W. P. BULLIVANT.

RAILWAY BRAKE.

(Application filed Mar. 13, 1900.)

(No Model.)

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PATENT FFIQE.

' WILLIAM PELHAM BULLIVANT, OF LONDON, ENGLAND.

RAI LWAY-BRAKE.

SPECIFICATION forming part of Letters Patent No. 656,090, dated August14, 1900. Application filed March 13, 1900- seli NO- 8,502. (No model.)

To all whom it may concern.-

Be it known thatl, WILLIAM PELHAM BUL- LIVANT, a subject of the Queen ofGreat Britain and Ireland, and a resident of 72 Mark Lane, in the cityof London, England, have invented certain new and useful Improvements inor Relating to Railway-Brakes, (for which I have applied for a patent inGreat Britain, No. 16,497, dated August 14, 1899,) which invention isfully set forth in the following specification.

My invention relates to railway brake apparatus of the class in whichjaws carried on a locomotive, brake-van, or other vehicle are operatedto grip either one or both of the rails or a rope or ropes or otherstationary device or devices. My saidinvention is particularlyapplicable for use on railways having a steep gradient; and it has forits objects to provide means whereby the gripping and the necessarylowering and raising of the jaws into and out of their operativeposition can be effected at the requisite times by steam or other motiveagent and means whereby the said apparatus is prevented from operatingat the junctions and other parts Where the rail or rails or its or theirequivalent cannot be gripped. I will by reference to the accompanyingdrawings describe an arrangement according to my invention as beingoperated by steam and arranged on a locomotive for gripping both of therails; but it is to be understood that the invention is not limitedthereto.

In the drawings, Figure 1 is a view of the apparatus shown half inelevation and half in vertical section. Fig. 2 is a vertical'sectiontaken at right angles to Fig. 1; and Fig. 3 is an elevation showing theapparatus as applied to the Vehicle, only part of which latter isrepresented. Fig. 4c is a diagrammatic plan view. Fig. 5 is a sectionalview of the slide-valve.

I provide for each rail a pair of jaw-levers or jaws A, pivoted in avertically-movable slide B by means of a pivot a, working in ahorizontal slot at, Figs. 1 and 2, in the slide, in order to enable thejaws to adjust themselves in a horizontal direction. The jaws haveconnected to their upper ends the lower and outer ends of twotoggle-links (3, whose upper ends are pivoted by a pin D, guidedlowered.

in the slide B, to the rod F. of a piston F,

' that the'said dog or cam will always be moved angularly when thepiston-rod is raised and The dog or cam H engages with the upper part ofthe 'slide 13 to insure that the jaws A and slide shall move as onepiece during the time that the said jaws are being lowered into theiroperative positionthat is to say, during the first part of the downwardstroke. When the jaws A reach this position the further descent of theslide B is arrested by the aforesaid bufiers B, and the dog or cam Hhaving also reached a portion 1) of the slide B curved concentricallywith the pivot h of the said dog or cam the piston-rod E descendsindependentlyof the slide B,and thereby causes the jaws A to be closedupon the rail K;

During the releasing operation of the brake the dog or cam H firstprevents the slide B from ascending, and thereby insures the jaws Aopening to disengage from the rail K, and then releases the slide, sothat it and the jaws ascend together away from the rail.

The chamber containing the valve L for controlling the supply andexhaust of steam to and from the cylinder F is connected to the upperand lower ends of the cylinder F by pipes and passages ll, respectively,Figs. 3 and 4E, and with the steam-generator by a pipe Z Z being theexhaust from the valvechamber. The valve-rod Z Fig. 5, is connected to aweighted lever M, having a downwardly extending arm on, carrying aroller m, adapted to engage with obstructions, such as m (partly shownby dotted lines in Fig. 3,) placed at those parts of the track at whichit would be dangerous or undesirable that the brakes should be applied.To this Weighted lever M is attached by a pin-and-slot connection m thebrake-controllin g gear, consisting, preferably, of avertically-adjustable nut N and a screwed shaft n, and lever-handle a,under the control of the brakesman.

In the normal working of the apparatus the weighted lever M and thevalve L are maintained in the raised position by the brakecontrollinggear, the lower end of each of the steam-cylinders F being fully open tothe steam-supply, and the before-mentioned jaws A are thereby supportedin their raised or inoperative positions. Then the brakes are to beapplied, the brake-controlling gear is operated so as to release theweighted levers M, which then immediately descend into the positionshown in dotted lines in Fig. 3 and through the valve L cause the steamto be exhausted from below the pistons F and steam from the boiler to beadmitted above the pistons, so as to force down the piston-rods E, andthereby cause the jaws A to grip the rails K, as hereinbefore described.Should this operation, however, fail to stop the locomotive before thelocomotive reaches a junction or the like, the before-mentionedobstruction m in the track raises the weighted levers M, and thustemporarily causes the brake-jaws A to ascend into their inoperativepositions, the brakes being afterward automatically reapplied by thedescent of the weighted levers M when the roller m leaves theobstruction. The pivots a of the jaws A are free to adjust themselves ina horizontal direction in an opening a in the slides B, so as tocompensate for sidewise displacement of the locomotive on the rails K,due to curves, for example. To enable the brakes to be maintained inoperative positions when the locomotive is not under steam, stops 0 areinserted beneath the buffers B in the position indicated by dot-and-picklines at the right-hand side of Fig. 1 for supporting the pistons F inthe raised position.

Having now particularly described and ascertained the nature of thisinvention and in what manner the same is to be performed, I declare thatwhat I claim is 1. In a railway brake apparatus, the combination with astationary frame and motor mechanism thereon, of a slide verticallymovable in the stationary frame, twojaws pivoted in the slide andadapted at their lower ends to grip a stationary rail or deviceextending along a railway-track, toggle-links connecting the upper endsof the jaws to each other and to the motor mechanism and means wherebythe slide is caused positively to descend to its lower position beforethe jaws are closed and to rise again only after the jaws are reopened,substantially as described.

2. In railway brake apparatus the combination with a stationary frameand motor mechanism thereon of a slide vertically movable in thestationary frame, two jaws pivoted in the slide and adapted at theirlower ends to grip a stationary rail or device extending along arailway-track, toggle-links connecting the upper ends of the jaws toeach other and to the motor mechanism, abutments on the slide andstationary frame for arresting the descent of the slide, a dog or campivoted to the fixed frame and operatively connected to the motormechanism, and an abutment on the slide for engaging with the dog orcam,substantially as set forth.

3. In railway brake apparatus, the combination with a stationary frameand motor mechanism thereon, of a slide vertically movable in thestationary frame, two jaws pivoted in the slide and adapted at theirlower ends to gripastationaryrail ordevice extendingalong arailway-track, a slotted connection between the pivot of the jaws andthe slide for enablin g the jaws to adjust themselves in a horizontaldirection, and toggle-links connecting the upper ends of the jaws toeach other and to the motor mechanism, for opening and closing the saidjaws, substantially as set forth.

In testimony whereofI have signed this specification in the presence oftwo subscribing witnesses.

WILLIAM IELHAM BULLIVANT.

Witnesses:

WILLIAM FREDERICK UP'ION, RICHARD BUNDY.

